bettendorf



w. P. BETTENDORF'iDI-ICD. l. W. BETTENDURF, ADMINISTRATOR.

UNDERFRAME FOR CARS.,- APPLICATION nuzn mun-1s. 1901.

J m. m

-Patented July 24, 1917.

3 $NEETS SHEET I.

' v fnuwew" I I I I I I I I w. P. BETTENDORF, DECD. L WI BETTENDORF, ADMINISTRATOR- UNDERFRAME FOR CARS. APPLICATION FILED MAR. 13. 1901.

- Patented July 24, 1917.

3 SHEETS-SHEET 2.

W. P- BETTEN DORF, DEC'D. 1. w. BEITENDORF. ADMINISTRATOR. UNDERFRAME FUR CARS. APPLICATION HLED MAR. 13. I907.

Patented July 24, 1917.

3 SHEETS-SHEET 3.

UNITED sTATEs PA EN OFFICE.

WILLIAM P. BETTENDORF, OF DAVENBORT, IOWA; J. W. BETTENDORF ADMINISTRATOR OF SAID WILLIAM P.-BETTENDORF, DECEASED. I

To all whom it may concern.-

Be it known that 1, WILLIAM P. BETTEN- DORF, a citizen of the United States, and a resident of Davenport, in the county of Scott and State of Iowa, have invented oer-- tain new and useful Improvements in Underframes for Cars, of which the following is a clear, full, and exact description.

My invention relates to'metallio underframes for cars, and its object is to so conrially reduce the weight of the underframe,

and to simplify the construction, so that the greatest strength consistent with the simplest structure will be secured, and so that the needle-bars connecting the side-frames can be continuous from side to side ofthe car and s disposedthat the floor of the car can be secured to the floor timbers, suitably supported by and attached to thesame, so that the flooring will rest upon the upper flanges of the center and side sills, substantially as hereinafter fully described and as particularly pointed out in the claims.

In the drawings z- Figure 1 is a plan view of my invention.

Fig. 2 is a central longitudinal section of the same, drawn to a slightly larger scale.

Fig. 3 is a transverse section taken on dot ted line 33, Fig. 1, looking in the direction indicated by the arrows.

Fig. t is a transverse section taken on dotted line M, Fig. 1, looking in the direction indicated by the arrows.

Fig. 5 is a transverse section of a portion of the underframe, 5--5, Fig. 2. v

Fig. 6 is a horizontal longitudinal section oiilthe bifurcated end portion of said centersi .s.

Fig. 7 is a perspective view of theparallel members of the bifurcated end portion of said sill together with the adjacent end of the intermediate single portion thereof in position for properly assembling the same.

Referring to the drawings A represents the side-sills of my invention; B the end-.

sills, and C the body-bolster thereof. The

end-sills may be of any desired construction,

although I prefer to make them of pressed,

Specification of Letters Patent.

taken on dotted line- UNDERFRAME FOB CABS.

- Patented July 24, 1917. I

Application filed March 13, 1907. Serial No. 362,176.

steel, and the side-sills are made of Z-bars, which are connected at their ends to the endsills in any suitable manner and are connected together at suitable points between the body-bolsters, by a series of transverse needle-bars, D. These needle-bars D are,

preferably, made of'I-beams, and they-are secured to said side-sills, both by rivets extending through. their own upper flanges and the lower outwardly proiecting flanges of said side-sills, and by blocks a connected by rivets to the inner surfaces of the vertical webs of said side-sills, and in like manner to their upper flanges.

The body-bolsters C, preferably consist of parallel I-beams, which are connected to the side-sills in substantially the same manner as the needle-beams, and the I-beams composing these body-bolsters are connected at their centers of length by a suitable separator and underneath, by the usual female bearing-plate 7c, and are also connected between their centers of length and their ends by suitable side-bearings. I make no particular claim herein .to the construction of the body-bolster and the only feature in connection with it, and to which attention is called, is that the I-beams used in its construction are about the same in dimensions as the needle-beams D, and are in t-hesame horizontal plane.

Between the end-sills and the bolsters of my improved underframe' the center-sill comprises a single rolled metal beam, E, preferably, of an I-beam shape and of such dimensions that. the central portion of its body is of a height extending from the floor of the car to about the horizontal plane intersecting the axes of the car-wheels. This centralportion, E, is provided with suitable transverse openings to permit of the passage of the needle-beams therethrough, and these openings are reinforced by plates 6 on one or both sides of the vertical web. of the I- vbeam, which plates are, preferably, provided with flanges projecting horizontally from them, that lap against and embrace both the upper and lower flanges of the needle-beam in the vicinity of said openings. The ends of this I-beam portion of the center-sill are reduced in height, in any suitable manner, so as to incline their lower flanges upward until they are in the same horizontal plane as the lower flanges of the I-beam bolsters and needle-beams, and so as to give them a truss-shape, and the,vertical web at each end thereof is embraced between and secured to the rearwardly extending plates 0 of the converging rear ends of the members F of the cast metal bifurcated ends of said center 'sill. These parallel members F practically form bifurcated extensions of the ends of the single I-beam constituting the central portion of the center-sill, and they extend over the body-bolsters' to the endsills, between which latter and said bodybolsters said members are constructed so as to operatively support and retain the draftrigging between them. The ends j of the members F, F, farthest from the end-sills converge toward each other, and on the side of the body-bolster farthest from the memhers the upper flanges d, d, of the parallel end-sills are stepped downward and their lower flanges are stepped upward to form shoulders at, againstwhich the ends 'of the v flanges of the single center-sill are seated and receive the end-thrust of the parallel members'F transmitted to them through the draft rigging. Immediately in front of the ends of the single I-beam portion of the center-sill the parallel end-members, F, are cut I archway away or recessed upward from'their lower edges to arch over the body bolster, and the upper edges of the arches so made are provided with horizontal flanges e, projecting from the inner opposing surfaces of said parallel sills to such an extent, that their edges meet, substantially as shown in Fig. 6 of the drawings. The meeting edges of these flanges e, e, are, suitably recessed. to form a king-bolt bearing e, and the rear of such dimensions that they extend through thearchway beyond the outer side of said members F, and form, together with a similar vertical wall g on the opposite side of the archway, (which extends through this and" terminates in. a bracketseparating the forward ends of the flange c and a horizontal flange h projecting from the outer surfaces of said sills F in the same la'ne as flanges e), a passage-Way for the Ody-bolsters, substantially as shown in the drawings. The forward ends of the said parallel end members F extend through a.

suitable opening in the end-sill B of the underframe and are suitably secured thereto and have their upper inwardly projecting flanges d converge inward toward each other until they meet. If desired, the female bearing-plate-Io, of the bolster can not only be riveted to the under flanges of the I- beams composing the body-bolsters, but its edges can extend suflicientlytoenable them to be riveted to the flanges of the ends of I the single I-beam central portion of the center-sill and to the lower flanges of the portion of the parallel end members on the opposite side of the body-bolster connecting the lower edges of the wall 9. of the bolster passageway and the vertical web of said parallel members. I also rivet the flanges e and h to the upper flanges of the I'bea1ns of the body-bolster. This is done, however, not for the purpose of transmitting the shock or strain transmitted. to the centersill by the draft-rigging, but more for the purpose of assembling said parts in their proper relative positions. Thus constructed the hauling shock and strain to which the car is subjected is transmitted from end to end of the car through the parallel end members of the center-sill and the single I- beamcentralportion of the same, and does not materially subject the body-bolsters to the lateral thrust of the center-sill where the lines of draft intersect the same.

The floor-beams K of the car are fastened in a suitable. manner directly to the upper flanges of the bolsters and needle-beams, and the, flooring J while resting upon the upper flanges, the side-sills and center-sills, is secured to the floor-beams in .a much easier and convenient way than could be done if secured directly to said center and sidelieving the end sill of such strains and thus permitting it and the superstructure of the car to be made of minimum weight of metal. It is preferred that these projecting ends of the draft sills F shall be connected by a f striking or bumping plate n, as shown inv Fig. 2, the front ends 'of the draft members being provided with holes 0 to receive the bolts which fasten this plate to the draft members Between the extended ends of the draft sills F, at the lower front corners thereof, I mount a horizontalbar .10, this bar being secured between the draft sills by a horizontal bolt q extending entirely through the bar 72 and through holes 1' formed in the draft sills. This bar acts as a support for the, shank of the coupler, and by reason of the fact that this securing bolt is arranged horizontally, it will .be seen that the liability of the bolt working loose and thus dropping the-' coupler is reduced to a minimum. It will also be seen that with this arrangement it will be a very simple matter to renew the carrier harp when worn or broken.

What I claim as new is 1. An underframe for cars comprising end-sills, body-bolsters, a single center-sill disposed between said body-bolsters, and draft-sills the rear ends of which extend past said body-bolsters and bend toward and I side-sills, end-sills, body-bolsters, a single beam and the ends center-sill disposed between said bodybolsters, and draft-sills thG fI'OIlt ends of whichare connected to the end-sills and the rear ends of which extend over said bolsters and-bend toward and lap past the adjacent end of center-sills. v

3. An underframe for cars-comprising a center-sill the ends of which extending from the end-sills over the body-bolsters consist of two parallel cast metal members, and the central portion of which between said bolsters consists of a single rolled metal beam.

' 4. An underframe for cars comprising a center-sill the central portion of which consists of a single lon 'itudinal rolled metal which consist of two parallel cast. metal members which extend over the body-bolstr and are provided with extension-plates between which the ends of said central beam portion are suitably secured.

5. An underframe for cars comprising a center-sill, the central portion of which consists of a single longitudinal rolled metal. beam and the ends of which consist of two parallel cast metal members which extend I over the body-bolsters and converge toward when placed and secured between said plates.

7. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends of which consist of two parallel cast metal members having plates extending from their ends and shoulders at the roots of said plates made by stepping the upper and lower edges thereof' against which the ends of said central beam portion abut when placed and secured between said plates.

8. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends of which consist of two parallel cast metal members extending over the body bolster and having plates extending from their ends and shoulders at the roots of said plates against which the ends of said central beam portion abut when placed and secured between said plates.

9. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends ofwhich consist of two parallel cast metal members extending over the body-bolster and having plates extending from their ends and shoulders at the roots-of said plates made by stepping the upperv and lower edges thereof against which the ends of said central beam portion abut when placed and secured between said plates.

10. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends of which consist of two parallel cast metal members, the ends of which adjacent to the body-bolster converge toward each other and have plates extending from their ends and shoulders at the roots of said plates against which the ends of said central beam portion abut when placed and secured between said plates.

11. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed'rolled "metal beam, and the ends of which consist of two parallel cast metal members the ends of which adjacent to the body-bolster converge toward each other and have plates ex- 7 tending from their ends and shoulders at the roots of said plates made by stepping the upper and lower edges thereof against which the ends of said central beam portion abut when placed and secured between said plates. i

12. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends of which consist of two parallel cast metal members, the endsof which adjacent to the body-bolster converge toward' each other, and extend over the body-bolster and have plates extending from their ends and shoulders at the roots of, said plates against which the ends of said central beam portion abut when placed and secured between said plates. I

13. An underframe for cars comprising a center-sill, the central portion of which consists of a longitudinally disposed rolled metal beam, and the ends of which consist of two parallel cast metal members the ends of which adjacent to the body-bolster converge toward each other and extend over the body-bolster and have plates extending from their ends and shoulders at the roots of said plates made by stepping the upper and lower edges thereof against which the ends of said central beam portion abut when placed and secured between said plates.

14. An underframe for cars comprising a center-sill, the centralportion of which consists of a single longitudinal rolled metal beam and the-ends of which consist of two parallel cast metal members the lower edges of the end portion farthest from the endsills of which are recessed to permit of the passage therethrough of the body bolster and are directly connected to said central beam portion.

15. An underframe for cars comprising a centersill, the central portion of which consists of a single longitudinally disposed rolled metal beam and the ends of which consist of two parallel cast metal members the lower edges of-the end portion of which farthest from the end-sills are recessed and provided with transverse flanges to form a passageway for. the body-bolsters, and

which are connected directly to said central rolled metal beam portion.

16. An underframe for cars comprising a center-sill, the central portion of which consists of a single longitudinally disposed rolledmetal beam, and the ends of which,

consist of two parallel cast metal members having integral plates extending from their ends between which the ends of said central rolled beam portion are suitably secured, and the under edges of which adjacent thereto are provided withrecesses, the edges of which are flanged transversely to provide a passageway for the body-bolster.

17. In car construction, in combination,

body-bolsters, a single integral center-sill of substantially I-cross-sect1on d1sposed between and terminating adjacent to said bolsters, a pair of relatively spaced draftsills having their rear ends lap past and closely embrace and rest substantially against opposite sides of the web of the adjacent ends of said center-sill and secured thereto, and side-sills, said side-sills and center-sill being so positioned as to carry directly the flooring and floor timbers of a the car.

'beams stretched between said side single integral center 5111 of substantially 18. In car construction, in combination, a pair of side sills, abolster consisting of I- beams stretched between said side sills, a single integral center sill of substantially I cross section terminating adjacent said bolster, and a pair of relatively spaced draft sills having their inner ends closely embrac-' ing and resting substantially against opposite sides of the web of said center sill and secured thereto.

19. In car construction, in combination, a pairof side sills, a bolster consisting of I- beams stretched between said side sills, a

single integral center 'sill of substantially- I cross section terminating adjacent said bolster, and a pair of relatively spaced draft sills having their inner end portions embracing and rigidly connected with opposite sides of the Web of said center sill and secured thereto,tsaid side sills, bolster and center sill being so positioned as to carry directly the flooring and floor timbers of the car. I

"20. In car construction, in combination, a pair of side sills, a bolster consisting of I- sills, a

BETTENDORF. 1,. a] 

